Hydrocarbon motor



ab. i0, '1931. R. M. nxLwoRTH HYDROCARBON MOTOR Filed July 25, "192s a @n a -llllll lll/ ' I INVENTOR my My@ ATTO-RNEYS Patented heb. la, i

RICHARD ivi. nirwoarn, or LAKEWOOD, oiio, vAssieucn ro Tian ELECTRO-moriva ooiviraivif, or cLEviiLANnoHio, A conronerrori or oiiio n HZniaocanno'ii viro'roa Application filed July V25, 1928. `*Serial No. 295,155.

iied by the wall, the chest having' a seat-fl for an air valve 5 mounted upon a shaft 6 which may extend beyondtlie chest in either direction( and carry similar valves of corresponding devices and having connection with governor or control handle; it being understood that one such carburetion device is provided for each'engine cylinder asindicated in 2. Secured with the chest isa casting 7 Vadapted as by flange 8V for connection di- This invention relates to vhydrocarbon motors and particularly to multi-cylinder enginesadapted to'operate on a four-stroke internal combustion cycle employing low 5 grade fuel. More particularly the invention pertains to a means for and manner of sup- A plying the fuel mixture to the engine and for controlling the saine.

In such engines it is customary to provide 10 a starting or idling carburetor with a manifold arranged to supply mixture therefrom to all or a plurality ofthe enginefcylinders. It is alsoV customary to provide separate carburetion devices one for each cylinder arranged to supply running mixture directly thereto. My invention contemplates an arrange ment such as described and has for an ob- A ject incorporation therein of. means whereby the casting 7 and other parts shown. The the mixture supplied to the engine will be member 12 is turned down' upon its forward of proper quality regardless of what proporportion to clear a generally cylindrical valve tions thereof are supplied by the idling car- 14 slidable in buretor and by the running carburetion dein which the member 12 is fitted. vices. The valve 1a is closed at its end by a wall In such an arrangement since the branches 16 and has an opening 17 leading upwardly of the idler manifold areopen at their ends and adapted to register with the lower end substantially to atmosphere through the runof a passage 18 leading in the casting 7 into ning mixture carburetion devices, there will the passage 9. The end of the bore 15 is be, during the idling operation of the engine, closed as by a plug 19 but a clearance pocket reverse flow in the manifold due to suction 2O isallowed sufficient to receive the end wall of air thereiiito through the several branches. 16 of the valve in its wide open position, that Another object of my invention is to provide is,`when the opening 17 is aligned with Vthe means for preventing such reverse dow in passage 18. The passage 18 entends downthe manifold. f ,Y wardly4 beyond the bore 15 as at 18 and coin- Further objects and advantages of my inmunicates with the transverse passage 39 vention will be apparent from the following in the manifold Ll0. This manifold has simidescription ltaken in connection with the aclar connectionwith the carburetion devices companying drawings in which Fig. 1 is an 1a, 1b, of the several remaining engine cyliin elevation view largely in section showing a ders and alsohas communication with a construction of the carburetion device in starting and idling carburetion device 33. which my invention isy incorporated, and The valve 14 carries a laterally extending Fig. 2 is a diagrammatic view showingthrec stud 21 engaged by the forked end 29. of the bell crank lever 23 mounted upon a lined pin engine cylinders and the fuel mixture supply system therefor, my inventionV being indi- 24. The opposite end of the bell crank lever has connection as by a pair of links 25 with cated as incorporated therein.

With reference now to the drawings, the the air valve 5, the arrangement being such that the valves 5 and 14 open andclose to carburetion device shown is provided with gether.

an air chest or compartment 1 having a re- The through opening in the sleeve 12 is movable side wall 2 but open at its upper end to the atmospherethrough a screen 3 cartapered down to a yrestricted throat portion 9 adapted for communication with the inlet valve port of one of the engine cylinders, when such connection is made. rlhe chest eating with an elbow 11 through airmay pass from the chest to a sleeve member 12 fitted in a casting 13 properly secured as a unit with rectly with the engine and having a passage also has a downward opening 10 communi-y the bore 15 of the member 13 26 into which projects a nozzle 27 having a bore 28 communicating by way of the tube 29 with the fioat chamber 3() having the usual float, not shown, associated with a needle valve and having a fuel supply connection as at 31, whereby liquid fuel is maintained in the nozzle 2T to the proper predetermined level to be picked up from the nozzle by the lair stream through throat 26.

The passage 9 also converges to a throat portion 32 into whichthroat*portion-the'passage 18 opens. By the arrangement described it will be apparent that when the valve A14 is at its extreme right hand position, Fig. 1, the valve 5 will be closed and admission to the engine cylinder will be solely from the manifold 40. Likewise when the valve .14 is at its extreme left hand position, Fig. 1, admission to the engine cylinder will be solely through the chest 1.

The drawings show the parts in mid-running position and it will be apparent therefrom that air will. be induced (airing the suc- `tion stroke of the piston by way of the opening 10. elbow 11, throat 26 of the sleeve 12, valve 14. passage 1S to the passage!) at the throat 32 thereof. As the air passes 'the throat 26 fuel is picked up from the nozzle 27 and the parts are so proportioned `that an overly-rich mixture will thusbe produced. At the same time, however, air is flowing from the chest 1 past the valve 5 and through the passage 9 to properly thin out this mixture. Also, some mixture is delivered from the manifold 40 through the vpassage 18 past the end `wall 16 of the valve 14 and into the passage 18.

From the above description it will be apparent that `both `the idling mixture and the running mixture are arranged to be delivered through adjacent mouths into the passage leading to the cylinder, and that the valve 14 is arrangedto control the relative eective openings of these mouths whereby when the opening in the running mixture mout-h is relatively Igreat thecpening in the idlingr mixture mouth will be correspondingly relatively small. Further, by virtue of the shape of the valve 14 both .mixtures are delivered in a common direction.

The result is that as the valve 14 approaches the right hand position, Fig. 1. the running mixture mouth is so restricted as to materially reduce the velocity through the sleeve 12 but at `the same time the effective openingy of the idling` mixture mouth is increased, and the velocit-y therethrough correspondingly increased. Therefore, although under such conditions liquid fuel picked up from the nozzle 27 will not be properly broken up by the stream `through the sleeve 12, yet when this stream meets that of the idling mixture, the relatively high velocity of the latter will serve to properly break up these particles.

iUnder `all conditions of intermediate valve y cylinders positions, the particles will be still further broken up by the air stream past the valve 5.

Reference is now had to Fig. 2, wherein the parts have reference numerals generally corresponding to those applied to Fig. 1, and whereinpertinent parts of three en gine cylinders 41, 41a, 41?), appear diagrammatically represented; the correspomlinil valves 14, 14aand 14];being indicated as interconnected hva rod 16m. lt will be apparent-that were the-valves `14not arrangedasdescribed, under light running conditions with a high vacuum inthe passages 9, 9a, 9b, and in the manifold 40, under conditions such as that indicated wherein the inlet valve 42 of the cylinder 41 -is.open, the inlet valves 42a and 42?) of the 41a and 416 beingclosed, air :would tind..itsway through the chest 1?) int-o the-'corresponding leg of the manifold 40. |There- 'aftenuponfopening of thelvalve 42?) the valve 42 being .at the time vclosed `the air iin (the manifold Wouldihave to be drawn out therefrom and into the cylinder 41'?) before `any minturecould enter this cylinder. Accordling to my invention, ehowever, Aunder idling conditions the valves .114, 14a and 114?) 4cut olf :from the intake system .all communication with the atmosphere so that thefmanifoltl 40 may function properly.

What I claim is: Y

1. In combination with a multiple cylinder hydrocarbon motor, a plurality vof krunning carburetor-s one vfor each cylinder :and leach `arranged adjacent 'its cylinder for direct de- :livery thereto, a separate source of `fuel mixture supply and manifold means for `deliveringtherefrom'tosaid cylinders, and valve means associated with said carburetors :for controlling the relative supply to said cylinders from 'their carburetors and from said I separate source of supply, whereby reverse flow :in said manifold is restricted as said carburet'ors are increasingly drawn upon.

2. In combination with a multiple cylinder `hydrocarbon motor, a plurality of running carburetors one for each cylinder and each arranged adjacent its cylinder for direct-delivery thereto, a separatesource of fuel mixture supply and manifold means lfor delivering therefrom to said cylinders, and valve means associated vwith `said carburetors and with said manifold for closing communica- 'tion between said cylinders and the atmosphere therethrough, whereby when the motor is to be served by said separate source of supply atmospheric air may 'be `prevented from ubeing drawn into said manifold by Way of said carburetors.

3. In combination with a multiple cylinder hydrocarbon motor, a plurality of running carburetors one for each cylinder and each arranged adjacent itscylin der forfdirect delivery thereto, a separate source of fuel mixture supply and manifold means for delivering therefrom to the several cylinders nature.

Y RICHARD M. DILWORTH. 

